Corporate Transparency and Economic Crime

Debate between Kwasi Kwarteng and Andy McDonald

Monday 28th February 2022 Commons Chamber

[Kwasi Kwarteng]

My hon. Friend is right. This idea that the City of London does not want regulation is a travesty and a disgrace. It is a slur on the reputation of our financial services. He is also right to say that there is a distinction to be drawn between what needs to be done immediately and can be done expeditiously, and other matters that need a great deal of thought and consultation, on which I am happy to engage with him and other colleagues.

[Andy McDonald (Middlesbrough) (Lab)]

The introduction of this corporate transparency work is welcome but way overdue; it is a shame that it took the invasion of Ukraine to bring it forward. While he is at it, will the Minister please encourage the chair of his party to conduct a review of the money that has come from oligarchs to Tory MPs and demand to know what was expected of them? Are they going to give that money back?

[Kwasi Kwarteng]

I would like to make a point about donations to political parties. We all know that we do not have state-funded parties. Any citizen can fund and give donations to political parties. I also want to say gently that not every single person of Russian origin is an oligarch. People come here—many of them have British citizenship—and they give freely of their funds.

Oral Answers to Questions

Debate between Kwasi Kwarteng and Andy McDonald

Tuesday 11th January 2022 Commons Chamber

[Kwasi Kwarteng]

My right hon. Friend raises a very serious point. Clearly, HSBC’s dealings with China are of commercial interest to it, but those dealings also have a wider implication. He will know from his experience that the Treasury has direct ownership of that relationship; I am discussing it with my right hon. Friend the Chancellor of the Exchequer.

[Andy McDonald (Middlesbrough) (Lab)]

T7. The Minister for Corporate Responsibility has spoken about the Horizon Post Office scandal and the need to compensate victims properly. He will agree that the object of the exercise is to put those victims in the position that they would have been in had the insult not occurred in the first place. Will he ensure that any such scheme adopts the common law principles of compensating for pain, suffering and loss of amenity; exemplary damages; and past and future pecuniary losses and costs to put those people in the position that they should have been in?

Oral Answers to Questions

Debate between Kwasi Kwarteng and Andy McDonald

Tuesday 23rd March 2021 Commons Chamber

[Kwasi Kwarteng]

I appreciate the hon. Gentleman’s question. He will know that I take my relations and my conversations with the TUC extremely seriously. I have met a number of TUC leaders since taking up the post two months ago, and I am very conscious that fire and rehire as a negotiating tactic is completely unacceptable.

[Andy McDonald (Middlesbrough) (Lab)]

The Secretary of State says that he does not take lessons from Labour—this is from the man who described the British as

“the worst idlers in the world.”

The Supreme Court ruling that Uber drivers are workers, rejecting the company’s claim that its drivers are self-employed, sets a precedent for all gig economy workers, who will also be entitled to the minimum wage, holiday pay and sick pay, but it took Uber drivers six long years of legal action to have their rights recognised. The Government must not abandon the 3 million adults in the UK working in the gig economy to spend years fighting in the courts. So will the Secretary of State commit to introducing legislation in this Session of Parliament to ensure that all gig economy workers receive basic employment rights?

[Kwasi Kwarteng]

As I said in response to an earlier question, we are going to introduce an employment Bill not in this Session but when parliamentary time allows. We are also of course considering the effects of this extremely important Supreme Court ruling and we are considering options to improve clarity around employment status.

Employment Rights: Government Plans

Debate between Kwasi Kwarteng and Andy McDonald

Monday 25th January 2021 Commons Chamber

[Kwasi Kwarteng]

I think it is unacceptable. I will go further—as a constituency MP, I have a large number of constituents in Spelthorne who work for British Airways and I spoke directly to the old CEO, Alex Cruz, who has since left the company, and made exactly the points that the hon. Gentleman has just made to me. It is not acceptable.

[Andy McDonald]

I am grateful to the Secretary of State for his unequivocal indication that he condemns this practice. If that is so, will he legislate to outlaw it once and for all? We will support him if he does.

[Kwasi Kwarteng]

As I was saying, we have been very clear that this practice is unacceptable and the Under-Secretary of State for Business, Energy and Industrial Strategy, my hon. Friend the Member for Sutton and Cheam (Paul Scully), who is the Minister responsible for labour markets, has condemned the practice in the strongest terms on many occasions in this House. We have engaged ACAS to investigate the issue and it is already talking to business and employee representatives to gather evidence of how fire and rehire has been used. ACAS officials are expected to share their findings with my Department next month and we will fully consider the evidence that they supply.

The House should be left in no doubt that the Government will always continue to stand behind workers and stamp out unscrupulous practices where they occur. The Government have worked constructively with businesses and unions throughout the pandemic to ensure that our workers remain safe and we will continue to do so as the UK looks towards economic recovery. I am proud of the constructive relationship I had with trade unions in my former role as Minister of State for energy and I fully intend to continue in this vein as the newly appointed Business Secretary. I have already reached out to the union leaders and I spoke to the TUC general secretary, Frances O’Grady, only last week.

I want to conclude by reassuring employees across the country that we in Government continue to acknowledge the immense efforts our workers—our workforce, our people—have contributed to the effort against coronavirus. These are unprecedented times, and we fully understand the pressures that we are all labouring under. We will use the opportunities created by leaving the EU to build back better and maintain a world-leading position on employment rights. The House should be in no doubt that we are the party on the side of the hard-working people of this country.

Oral Answers to Questions

Debate between Kwasi Kwarteng and Andy McDonald

Tuesday 21st July 2020 Commons Chamber

[The Minister for Business, Energy and Clean Growth (Kwasi Kwarteng)]

I am delighted to assure my hon. Friend that the Government are, as he knows, determined to ensure the rapid expansion of the offshore wind manufacturing supply chain. We have committed to 40 GW of offshore wind by 2030, and I fully agree with him that the north-east region is critical to that development. I know the project to which he is referring, and officials and myself are looking closely at its viability.

[Andy McDonald (Middlesbrough) (Lab)]

The non-payment of the national minimum wage in Leicester garment factories was shocking, but unfortunately unsurprising. Exploitation in the garment industry has been extensively reported for years, including in a 2019 Environmental Audit Committee report. The cases we know about are likely to be the tip of the iceberg. Given that these abusive working practices are not only criminal, but a threat to public health, will the Secretary of State tell the House what steps he has taken to escalate enforcement in light of the covid-19 pandemic?

National Policy Statement: Airports

Debate between Kwasi Kwarteng and Andy McDonald

Monday 25th June 2018 Commons Chamber

[Andy McDonald]

The hon. Gentleman is listing names from overseas, but how about others—Birmingham, Newcastle, Manchester?

On test 2, we are being asked today to support a significant expansion in UK aviation capacity without a plan from the Government for tackling aviation carbon emissions. The Secretary of State did not even mention climate change in his statement to the House on 5 June.

[Kwasi Kwarteng (Spelthorne) (Con)]

rose—

[Andy McDonald]

I am going to plough on, if the hon. Gentleman does not mind. Plenty of people want to speak. I know he has just walked into the Chamber, but I want to crack on.

The Government have still not set out aviation’s place in the overall strategy for UK emissions reduction, despite their having a legal requirement to do so. According to the Department for Transport’s own projections, this plan for Heathrow expansion will cause the Government to miss their carbon emission limits. The Government argue that they can reduce emissions through technology, but their only proposal is a hypothetical case study by a consultant that contains a disclaimer professing that there is

“significant uncertainty around the results of the study and the conclusions that are drawn”.

That is not a credible position.

--- Later in debate ---

[Andy McDonald]

I am grateful to my hon. Friend for that intervention. He makes a powerful point, which many commentators have identified, about the various economic arguments.

[Kwasi Kwarteng]

rose—

[Andy McDonald]

I will not take any further interventions; it was well timed, but too late.

This Parliament will not know the Government’s plan for keeping UK aviation emissions at or below 2005 levels by 2050 until next year—talk about carts and horses! This scenario, where aviation targets are exceeded, would place an unreasonably large burden on other UK industries. I do not believe it is acceptable or fair to ask other sectors of the economy to make reductions to compensate for aviation emissions. The UK Government call themselves a climate leader, but only last week the EU raised its carbon reduction target to 45% by 2030, which is above that set by the Paris agreement, whereas this week the UK Government support an aviation plan that will increase emissions without a clear plan to reduce them. The revised NPS is simply not consistent with the obligations set out in the Climate Change Act 2008. We are being asked to give the Transport Secretary a blank cheque on the environment. On the issue of climate change, this fails to meet test 2.

Airspace modernisation is vital to the future of this country. Only through modernisation can we improve the structure and management of UK airspace, to handle growth and realise the economic benefits. The process and consultation to make these changes is at an early stage and there are many years ahead, yet airspace modernisation is critical to noise levels at an expanded Heathrow. Once again, we are being asked to accept promises on noise without a broad framework for the future. That is not good enough and this is yet another gaping hole in the Government’s case.

It is difficult to clearly assess the noise impact at Heathrow until the airspace modernisation programme is more advanced. Precise details of new flight paths will not be known for several years, and this represents another significant uncertainty. The Transport Committee’s excellent report called on the Government to set clear noise targets, but in the revised NPS they are not proposing any new targets. Do they really care about noise levels?

The revised NPS states that

“the Secretary of State will consider air quality impacts over the wider area likely to be affected, as well as in the vicinity of the scheme. In order to grant development consent, the Secretary of State will need to be satisfied that, with mitigation, the scheme would be compliant with legal obligations that provide for the protection of human health and the environment.”

That provides no indication as to how the air pollution can be managed. Much of the additional air pollution is largely outside Heathrow’s control. The Government have been repeatedly dragged through the courts over their failure to address the air pollution crisis, so it would be generous to assume that they will now suddenly address these issues in the context of a decision over an expanded Heathrow. That the key issue of tackling air pollution could turn on the judgment of the Transport Secretary does nothing to afford us any comfort whatsoever.

What of the regional economic benefits? The revised NPS says that if the third runway is built, up to 15% of all new routes will need to be reserved for the domestic market. There are considerable uncertainties around that pledge. The Government say that public service obligations will ensure compliance, but “up to 15%” could mean as little as 1%, and PSOs apply to cities rather than airport-specific locations. Late last week, the Government announced they would use PSOs to ensure domestic connectivity. They have not said where they will be used, how many will be used, what percentage of routes will be guaranteed through this method or if they will be permanent. In addition, PSOs would make domestic routes exempt from air passenger duty. That tax cut was not considered in the business case, and the Government have not stated its cost to the public purse. Surely this represents an uncosted subsidy to Heathrow Airport Limited. It is simply incredible that the Government would announce such a subsidy at the eleventh hour before a vote on the NPS.

The Government’s stated case for expanding Heathrow is dependent on a number of other conditions being met, including measures to constrain growth at regional airports in order to ensure that Heathrow expansion can meet the UK’s climate change obligations. I cannot support the restriction of other UK airports to facilitate expansion at Heathrow. Rather than improve regional connectivity, it has been said that a third runway at Heathrow will have a substantially negative impact on the UK aviation industry as a whole. Regional airports will also lose around 17 million passengers per annum, as Heathrow’s share of the UK aviation market rises from 21% today to 27% in 2050.

Government claims for the economic benefit of expanding Heathrow do not include the costs of the improved public transport links needed to keep road traffic at current levels. Transport for London estimates that expenditure of £10 billion to £15 billion is required for new surface access; Heathrow and the Airports Commission say the figure will be closer to £5 billion—so what is the correct figure? The absence of clear proposals, projections and costs in relation to surface access are a major failing of the revised NPS. Labour is not satisfied that the taxpayer interest will be protected. We are also concerned that the lack of a clear surface-access plan will result in yet more transport investment being sucked into the south-east of England. Furthermore, our view is that there are too many uncertainties that could undermine the economic benefits of a third runway at Heathrow. We are not assured that the number of jobs that have been promised will be forthcoming, given the number of variants that could undermine the economic benefits of the case.

For all those reasons, I am not convinced that regional connectivity and shared economic benefits will in fact be delivered by the proposed expansion. I acknowledge the case made for expansion, but I believe that the price of a third runway at Heathrow is currently simply too high. I am greatly aware that right hon. and hon. Members from all parties will wish to weigh up the issues carefully before they cast their vote, and I of course utterly respect the decision that each and every one of them will make. But, given my grave misgivings as to the process itself and the manner in which it has been conducted, I can only conclude that to proceed at this juncture, given all the circumstances, would be the wrong thing to do.

Transport Secretary: East Coast Franchise

Debate between Kwasi Kwarteng and Andy McDonald

Wednesday 23rd May 2018 Commons Chamber

[Andy McDonald]

I think the explanation is quite simple: it was done out of ideological obsession and to put the franchise outwith the reach of anybody else.

By contrast, the next Labour Government will allow rail professionals to get on with their jobs free from political interference. [Interruption.] They do not seem to understand the difference.

[Kwasi Kwarteng (Spelthorne) (Con)]

rose—

[Andy McDonald]

No, I am not taking any more interventions. Sit!

Last week, the Secretary of State failed to address my concerns about four other highly vulnerable rail franchises being provided with revenue support by the Department. Is it his intention to take these contracts within the operator of last resort function should they fail?

[Kwasi Kwarteng]

How does the hon. Gentleman square his statement that there is too much political interference in the rail network with his party’s stated desire to nationalise the entire network? It does not make any sense.

[Andy McDonald]

Had the hon. Gentleman been here for the entirety of the debate, he might have heard me refer to that; I know he has just walked in. The object of the exercise is to put rail professionals in charge of the railway system.

Is it not the reality that the franchise system is totally broken? It is finished; it’s a dead parrot; it is no more. The one thing the Secretary of State is right about is that track and train should be unified, but that should not be done simply to further his ideological obsession with parcelling up public services for profiteers. I am glad, therefore, that this service has been taken out of the franchising system and placed under public control, although the fact that it is a consortium of private companies brought about during the partial privatisation of the operator of last resort prevents it from being properly described as full public ownership.

A minimum estimate is that £725 million flows out of the railway every year into the pockets of shareholders. In addition, £200 million each year is wasted through a disjointed system. Breaking the railway up into pieces was necessary to sell it off, but it has created an inefficient railway. A few years ago, the McNulty report found our railways to be 40% less efficient than European comparators.

I do not agree with the Members who favour a “halfway house” option—having a degree of public ownership, but retaining the broader franchising model, along with a public sector operator or two—as that would mean failing to realise the full benefits of public ownership. What is needed is a fully integrated railway that is fully in public ownership. A unified railway in public ownership, serving the interests of British citizens, their communities, their jobs and their businesses is what Labour will deliver, and the sooner we can have a general election to bring it about, the better. I commend the motion to the House.